Engine unit



Amigo W, W48.

H. GOLDBERG ET AL ENGINE UNIT 6 Sheets-Sheet 1 Fild Aug. 18, 1944 M; nfi R J if. a W.

H. GOLDBERG ET AL w; HQ, 348.

ENGINE UNIT 6 Sh eets-Sheet 2 Filed Aug. 18, 1944 I vendors y Gaidezg on William ffarz' r w, 34. H. GOLDBERG ET AL ENGINE UNIT Filed Aug. 18, 1944 s Sheets-Sheet 3 j? m/ v A. W, 1948. H. GOLDBE R G ETAL ENGINE UNIT 6 Sheets-Sheet 6 Filed Aug. 18, 1944 IIIIII/II'IIIIIIII W r a e w mwmwm M W s r awn 1 v yr I y a l 7% {3m I a J 5 Jr I. n 1a 1.. all r Patented Aug. 10, 1948 Harry Long, and W slgnors, by mesne asaignm Goldberg, Stanley 2. Siwek, Arthur .lt.

iliiam J. Carter, Chicago, 111., as-

ents, to Pioneer Gen- E-Motor Corporation, Chicago, 111., a corporation of Delaware Application August 18, 1944, Serial No. 549,984

This invention relates to an improvement in internal combustion engines and has for one purpose to provide alight, compact, eflicient unit.

Another purpose is to provide improved means for cooling the engine block.

Another purpose is to provide improved lubricating means.

Another purpose is to provide an improved magneto structure.

Another purpose is to provide means for shielding the member driven by the engine, from the impingement of heated air employed to cool the engine block.

Another purpose is to p o n i p oved fue tank and fuel tank support.

Another purpose is to provide an improved carburetor structure.

Another purpose is to provide improved means for shielding and protecting the spark plug.

Another purpose is to provide improved means for stopping the engine by shorting it at the spark plug.

Another purpose is, to provide an improved permanent magnet for the magneto structure.

Other purposes will appear from time to time in the course of the specification and claims.

The invention is illustrated more or less diagrammatically in the accompanying drawings wherein:

Figure 1 is a front elevation with parts broken away;

Figure 2 is a top plan view;

Figure 3 is a side elevation with parts broken away and parts in section;

Figure 4 is a section on an enlarged scale on the line 3-4 of Figure 1;

Figure 5 is a section on' the line 5-5 of Figure 4;

Figure 6 is a top view of the permanent magnet employed;

Figure 7 is aside elevation of the magnet shown in Figure 6;

Figure 8 is a vertical section through the carburetor structure;

Figure 9 is a side elevation of the top member of the carburetor;

Figure 10 is a vertical axial section on an enlarged scale of the fuel inlet element of the carburetor;

Figure 11 is a section on an enlarged scale on the line II-I| of Figure 10;

Figure 12 is a side elevation of a variant form of a carburetor.

Like parts are indicated by like symbols throughout the specification and drawings.

7 Claims. (61. 123-195) 2 Referring to the drawings, i generally indicates any suitable support or surface upon which the engine structure as a whole may be positioned. 2 is a hollow base structure adapted to form an oil reservoir. It is provided with flanges or lugs 3 through which may pass securing bolts 4. 5 is any suitable drain plug and 6 is any suitable filler plug, each closing an appropriate aperture, '5 indicates the upper edge or surfaceof the base,

which surrounds any suitable aperture for communication with the interior of the engine block. The engine block is generally indicated as A and includes a bottom wall portion 8 abutting against the corresponding portion 1 of the base, as shown at the lower left hand of Figure 4. The details of a the engine block per se do not form part of the present invention. It will be understood however that the engine block includes and surrounds an appropriate engine cylinder in which any suitable piston, not herein shown, may move. 9 indicates anysuitable crank shaft mounted in any suitable bearings and including the crank portion it illustrated at the left of Figure 4. any suitable starting pulley. I2 is any suitable fly wheel having a fan component or a series of fan blades i3. The fly wheel 12 includes an inwardly extending rim l4 which partially surrounds a space about the crank shaft. The

upper portion of the engine block is provided about its sides with a plurality of cooling fins E5. The cylinder head or engine head I6, held by any suitable bolts I1, is also provided with a plurality of generally rectilinear extending generally ver- .duction. 22 is am suitable exhaust port from which may ,extend any suitable exhaust passage,

not herein shown. 23 is any suitable inlet for the mixture. The carburetor structure will later be described. 24 generally indicates a unitary side plate with an outward ofiset 25 having an upper wall 26 apertured as at 21 to receive any suitable air cleaner 28. 29 is a knuckle or enlargement,

adapted to receive the lower end of any'suitable v securing screw or spindle 30. Illustrated at 3| is any suitable securing and release means which may be readily manually operated, and 32 is a top or cover plate for the air cleaner 28. The side wall of the air cleaner is provided with a plurality of air inlets 33, Surrounding the air; cleaner is a shroud 34, apertured as at 35 to permit the out ward extension of the starting pulley II. The aperture 35 serves as an air inlet through which air is inwardly drawn by the fan component of the fly wheel I 2. Any suitable screen 36, or other flltering means, may be employed if desired. Air under pressure is thereby delivered to the air cleaner through the inlet apertures 33, the clean air passing downwardly through the aperture 21 and inwardly through the air inlet passage 25 to the carburetor structure. The aperture in the plate 24, which is left by the opening communieating with the elbow 25, may be filled by a sep-'.

arate plate 24a having an aperture 24b to communicate with the air intake passage element 31 of the carburetor. This separate plate 240. may be secured in any suitable way to the integral plate 24.

The carburetor, generally indicated for example in Figure 8, includes an air inlet passage element 3! controlled by any suitable butterfly valve or choke 38, with its outwardly extending shaft 39, controlled by the external lever 48. '4I is any suitable float chamber in which is positioned a float 42 which controls the fuel inlet valve 43 and thus the inflow of fuel along the fuel pipe 44. 45 is a throat passage provided with a Venturi element 46. 4! is a liquid fuel supply duct extending to the base of the hollow supply stem 48 with its top upwardly tapered discharge orifice 49. Centered in the bore of the member 48 is the valve stem 50, which is centered by the pinched and preferably integral enlargement 5|, shown for example in Figure 11. The valve stem 50 may be adjusted toward and away from the orifice 49 as by the screw threaded adjusting plug 52 with its externally controlled handle 53 and its leakage preventing gland 54. It will be noted that the centering enlargements 5| positively and accurately center the valve stem 58 in the bore of the member 48 and insure a true and accurate jet of fuel through the aperture 49, and uniform atomization. It will be noted that the top of the member 48, and thus the discharge end of the passage 49, is located within the Venturi 46 and at a level slightly above the normal level of the fuel in the float chamber 4I. Air is delivered to the carburetor intake under pressure as a result of the action of the fan component of the fly 'wheel. This delivery of air under pressure prevents or overcomes any drag or resistance of the air cleaner on the passage of air. It also raises the absolute pressure in the Venturi area of the carburetor and the intake. It tends to raise the pressure in the intake manifold approaching atmospheric pressure. This gives the carburetor an increased volumetric efficiency and resultant rise in M. E. P.

55 is a unitary cover 'plate and intake elbow, which includes the mixture delivery passage 56 terminating in the flange 57 adapted to be secured to the engine block at and in communication with the mixture inlet 23. 58 is any suitable throttle valve with its externally extending shaft 59 controlled by the exterior lever 68. In the cover 55 is the air inlet passage or vent 6| in communication with the float chamber at a level above the top of the fuel therein, 62 is a passage element integrally formed with the cover 55 and extending to a. point below the normal level of fuel in the float chamber "M. It communicates with the space 63 having an outlet 64 to the interior of the passage 56. This outlet is adjusted by the valve 65 controlled by the externally headed screw 66. Thus the supply of fuel for idling may be adjusted or controlled.

In Figure 12 there is illustrated a variant carburetor structur in which a settling cup ISO is secured directly to the carburetor structure. In that form the carburetor body is provided with a downwardly extending socket rim I6! adapted to receive the upper edge of the cup I68. The cup may be held in position for example by the U- shaped strap I62 and the securing screw I63. The fuel from the passage 44 is delivered to the settling cup by the delivery passage I64 and fuel flows through the screen I65 and upwardly Izhrough the passage I66 controlled by the valve Any suitable control means may be employed. I illustrate for example the control lever I0 having adjustable link connections II with the throttle lever 60. To its opposite end is adjustably secured any suitable spring means I2 with its adjustable abutment 13. Means for controlling the lever I0 do not of themselves form part of the present invention and will not be described in detail. It will be understood, however, that I4 generally indicates any suitable governor mechanism adapted to control or rotate the shaft I5 on which the lever I0 is mounted.

80 generally indicates a gear pump housing which is mounted on or unitary with the engine block, and which extends downwardly into the oil sump or oil chamber formed in the base 2. It will be understood that the normal oil level is adjacent the top of the base 2. Thus the oil level in the pump housing 80 is normally well above the median line between the axes of the lower gear 8| and the upper gear 82. Thus a self priming gear pump is provided which may be driven for example from the gear 83 through any suitable intermediate drive from the crank shaft.

The general shroud structure, besides the front shroud 34, includes a lateral shroud 85 which extends about the lateral fins I5 adjacent the gas tank and is adapted to deflect the air laterally away from the gear reduction 20 or other suitable driven structure. A top portion 86 is also provided, in the line of delivery of air along the top fins I8. Thus the air heated by the engine block is deflected away from whatever elements are driven by the engine. The shroud 34 is upwardly and inwardly continued by a top portion or plate 90 which provides a partial top cover over the top fins I8, and assists in delivering the cooling air therealong. Any suitable spark plug 9| is mounted within the shroud structure thus formed and is in the line of delivery of the cooling air. The plate 24 is provided with any appropriate aperture 92 which permits the spark plug to project therethrough. It is also provided with suitable apertures 93, 93a, for admitting air to the cooling fins. The apertures 93 are provided with deflectors or air guides 93!) and are horizontally aligned-with the fins I 5. The result is to direct air inwardly at an angle, the air being carried about the engine block by the lateral shroud portion 85. The upper apertures 93a cause air to flow directly across the top of the engine head and about the fins I8 and against the upward deflector 86. 94 is any suitable conductor extending to the spark plug from the magneto. In order to stop the engine a shortin element 95 is shown, flexibly mounted on the shroud structure cover 90 andprovided with an externally extending button 96 which passes through the aperture 91, For convenience for access to the top of the engine block and the spark plug the shroud portion so may be made as a separate reiii settling cup 562 may be directly associated with the fuel tank, instead of being secured to the carburetor structure as shown in Figure 12. It is secured in position by any suitable U-shaped strap lot, with its controlling screw I which may be identical with the corresponding material shown in Figure 12. I05 is a fuel outlet with the enlarged rim Hi5 adapted to receive the upper edge of the cup :02 and also the upper ends of the strap E53. Any suitable shut 05. valve may be employed for the outlet ltd, which may be controlled b the external handle I07. I lllustrate, as in Figures 1 and 2, a handle I81 located above the top of the fuel tank. It may control any suitable stem which may extend downwardly through the tank, the handle Ml being generally vertically aligned with the outlet H and with whatever control valve is employed therefor.

generally indicated as NO and including arms The fuel tank may be supported oirtheengine block by any suitable bracket structure,

ill which extend above the engine block and H2, cutting down the cross section of metal; and

reducing thermal transfer to the gas tank.

The magneto structure is shown for example in Figures 4 to '7 inclusive. We employ, for example, a permanent magnet insert H5 which may be cast in place in the fly wheel IE, or may be, received in a recess in the wheel. It will be understood that the fly wheel i2 is of nonmagnetic metal. The permanent magnet may be made for example of Alnico No. 5, but a variety of metals may be used. Housed within the fly wheel extension M, is the E-shaped magneto core H6 with any suitable coil ill surrounding the intermediate arm of the E-shaped core. The coil is mounted on any suitable frame or support l it which is mounted on a hub extension N3 of the plate 2 3.

The crank shaft 9 is provided with a raised cam portion lZt which may be part of the crank shaft or a separate added part. The object is to reduce wear on the plunger l2l, permitting the plunger to run free of the crank shaft for approximately 330 degrees, thus reducing wear. The breaker plunger i2! is mounted on or controls the breaker lever i215 which carries the point we opposed to the opposite contact or point H5. H6 is any suitable condenser. It is advantageous to tilt the fixed structure shown in Figure 5, in relation to the horizontal, to an angle which may be as high as degrees. This prevents oil leakage collecting on the breaker points and resultant contamination.

For the permanent magnet we use an alloy of aluminum, nickel and cobalt, which use gives us, for the amount of material great magnetic strength, and consequently improvement in magneto performance. However, other metals may be employed. The employment of metal of the general characteristic of the above alloy permits the use of a smaller permanent magnet or insect than has in the past been possible. Note that the permanent magnet extends about an arc of the order of about 15 degrees, more or less. The number of lines of flux has been increased and the result is a hotter spark, making starting much easier than in previously conventional magneto fly wheel designs.

It will be realized'that, whereas, we have described and illustrated a'practical and operative device, nevertheless many changes may be made in the size, shape, number and disposition of parts without departing from the spirit of our invention. We therefore wish our description and drawings to be taken as in abroad sense illustrative or diagrammatic, rather than as limiting us to our precise showing.

We claim:

1. In an engine assembly, an internal combustion engine including an engine block and a crank shaft and fiy wheel, with a fan component, a side plate, associated with the engine block, having an integral outward air inlet offset, anair cleaner mounted on said ofiset, and a carburetor at the side of said plate opposite to said offset, in the line of delivery of air from the air cleaner through said oiiset.

2. In combination, a fan and a shroud, said shroud having an intake aperture and including a side wall having a portion conforming generally to but spaced slightly outwardly from the periphery of the fan, and a portion diverging outwardly from the periphery of the fan, along the direction of flow of air delivered by said fan, and an air cleaner located within said outwardly diverging portion of'the shroud, and positioned radially outwardly beyond the periphery of the fan, the air cleaner including a. housing having an air intake aperture within the shroud, and an outlet aperture in communication with a space exterior to said shroud.

3. In air cleaner means for the carburetor of an internal combustion engine, a partition plate, one side of which is adapted to form part of a motor shroud, a carburetor secured in relation to the opposed'side of the plate, an air cleaner including a housing positioned on the shroud side of the plate, said housing having an air inlet adapted to receive air from the shroud side of the plate, and an air outlet extending through said partition plate to-said carburetor.

4. In combination, a fan and a shroud, said shroud having an intake aperture and including a side wall having a portion conforming generally to but spaced slightly outwardly from the periphery of the fan, and a portion diverging outwardly from the periphery of the fan, alongthe direction of fiow of air delivered by said fan,

and an air cleaner located within said outwardly diverging portion of the shroud, and positioned radially outwardly beyond the periphery of the fan, the air cleaner including a housing having an air intake aperture within the shroud, and an outlet aperture in communication with a space exterior to said shroud, said air intake aperture being at the top of said housing, said diverging portion of the shroud side wall being formed and adapted to direct air upwardly about said housing.

5. In combination, a centrifugal discharge fan, a shroud enclosing it, the shroud including a discharge passage in the plane of the fan, having a central axis adjacent and parallel with a tangent tothe outer periphery of the fan, an air cleaner housing within and adjacent the end of the passage, air intake ports in the wall of the cleaner housing, communicating with the dischar e passage, an air supply passage leading from the cleaner, extending through the wallfot the shroud and an engine carburetor adapted to receive air under pressure from the supply passage.

6. In combination, a centrifugal discharge ran, a shroud enclosing it, the shroud including a discharge passage in the plane of the fan, having a central axis adjacent and parallel with a tangent to the outer periphery of the Ian, an air cleaner housing within and adjacent the end of the passage, air intake ports in the wall of the cleaner housing,rcommunicating with the discharge passage, an air supply passage leading from the cleaner, extending through the wall of the shroud and an engine carburetor adapted to receive air under pressure from the supply passage. an engine cylinder block adjacent the shroud, a wall of the shroud being ported fordischarge of cooling air under pressure against the cylinder block.

7. In combination, a centrifugal discharge fan,

, a shroud enclosing it, the shroud including a discharge passage in the plane of the fan, having a central axis adjacent and parallel with a tangent to the outer periphery of the Ian, an air cleaner housing within and adjacent the end of the passage, air intake ports in the wall of the cleaner housing, communicating with the discharge passage, an air supply passage leading from the cleaner, extending through the wall of the shroud and an engine carburetor adapted to receive air under pressure from the supply passage, an engine cylinder block adjacent the shroud, a wall 01' the shroud being Ported for discharge of cooling air under pressure against the cylinder block,

the cleaner housing, being spaced away from the shroud wall to permit circulation of air between the housing and the shroud on its way to the ports in the shroud wall.

HARRY GOLDBERG. STANLEY Z. SIWEK. ARTHUR R. LONG. WILLIAM J. CARTER.

REFERENCES CITED The following references are .of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 596,271 Lanchester Dec. 28, 1897 1,584,759 Eynon May 18, 1926 1,608,286 Andrews Nov. 23, 1926 1,655,518 Smith Jan": 10, 1928 1,676,369 Vincent July 10, 1928 1,712,091 Pence May 7, 1929 1,737,095 Ritter Nov, 26, 1929 1,909,965 Jacoby May 23, 1933 1,916,700 Walther July 4, 1933 1,971,550 Wright Aug. 28, 1934 1,995,935 Marks Mar. 26; 1935 2,101,392 Harmon Dec. 7, 1937 2,232,160 Blu Feb. 18, 1941 2,321,097 Mills- June 8, 1943 

